Locomotive



C. D. BARRETT Sept. 5, 1950 LOCOMOTIVE 5 Sheets-Sheet 1 Filed July 4,1945 \m 3 m mm W mm Rm INVENTOR:

W w B E m M w w m A z/i fiiw p 1950 c. D. BARRETT 2,521,142

LOCOMOTIVE 5 Sheets-Sheet 2 Filed July 4, 1945 2& @M %}.5ja 23a @WWITNESSES L/MMM 925 BY IIIIIIIIII/II/II 5 Sheets-Sheet 3 LOCOMOTIVE C.D. BARRETT INVENTOR. ("bar/"e52 Bari-e6,

ATTORNEYS.

Sept. 5, 1950 Filed July 4, 1945 i g a OWI\\\\\\\\.\

Sept. 5, 1950 c. D. BARRETT 2,521,142

LOCOMOTIVE Filed July 4, 1945 5 Sheets-Sheet 4 WITNESSES INVENTOR;

j Mar/63D. Bamefii g QZMM BY WW ATTORNEYS.

Patented Sept. 5, 1950 U N! TED S TATE S PAT-E N T OFFICE LOCOMOTIVECharlesD. Barrett, Altoona, Pa. Application Italy 4,1945,"seria1No.-t03,11s

9 Claims. 1

This invention relates generally to locomotives,

"and has reference more particularly to steam the Weight of the driver'smultiplied by the'c'o- 'eflicient of the friction between the rail andthe wheels. If the engine'oftne'1ocomotiveueve1- tips a greater forcethan the above the "drivers win slip. "Conversely, if the weight onthedrivers decreases, the maximum tractiv'e force that can be exertedwithout sli ping win he Co'rres'pon'din'gl'y decreased. It is thereforeimportant that the weighton'the'driv'er's be notre'duo'djbemind "thevalue selected by the designer. The maximum weight to be carried by thedrivers is limited byt'he strngth'of bridges and rails and by other iactors. Any additional weight must be carried by the smaller wheels ofthe associated auxiliary swivel guide truck. Since the total Weight of alocomotive inservic'e remain'spractically constant, it follows that theweight on the drivers willrernain constant in'the'absen'c'e or changesin the distribution 'of the load between them and "the smaller truckwheels. Change iii the distribution of weight fromd'iie 'pair'of driv-'ers t'oanadjacent"paircoupledto the first pair by side rods or gearing,will be of no consequence because one pair cannot slip u'nless the otherpair connected to it by the rods or gearing also slips. Hence the powe-not trans'rnitted by the pair o fdrivers carrying the "decreased'weightwill "be transmitted by the heavily loaded drivers. In the elder typesof rigid frai'he locomotives in which small wheeled swivel trucks wereused ahead of the 'drivers'only,'therewas little chance of transfer ofthe weight from the drivers to the smaller wheels. However, with theevolution "of 'themore modern rigid frame steam locomotives, was theboilers were lengthened it became necessary to employfb'oth "in thesingle and twineng'inetypes, auxiliary swivel trucks not only forwardlyof the "drivers, but r'ea'r wardly thereof as WlLinorde'r that the Weightdf the boilers might be adequately supported throughout theirlengths. This altered construction gave rise to slippage "a'hon easementer the load on the "drivers and transfier thereof to the le'ading andtrailing auxil i'ary trucks incident to travel over track egrtio'riswith normal 'e'levatio'n'al irregulariti s. {in other words, under theconditionstated, the boilbridge beam by the 'si'nall 'vvheeledfendt'r1'1lts, with "the drivers floating and thus failing to effectivelreact tra-tionally with the rails.

' attended by high friction. 'Mbireover "slight changes inangularityaltered the eifective length of the levers, and the connecting links"between the-levers and the springs would'rub'against the locomotive"frla'meand cause additional frietion. A's-a result of these and otherfactors, distri u non of the weight was frequentlyfoundtobe far fromthat intended by the designer. The equaliziiig systems'could nottherefore be rliediipon to always 'maintain "a "correct weightdistributioh on the drivers. such conditions are especially serious inthe operation of rigid frame ehgin'e locomotives because the two s'pa'tely powered sets of drivers arendt connected. Kc-

'cordingly "slipping 'niay occur 'in one "set of dfiv ers of "such alocomotive at a tiiii'e when the weight on that set is reduced, althoughthe "total weight on the drivers is norinal. I

The chief aim of my invention'is to overcome the various drawbacks whichhave beehpbinteii outabove in connection with the prior art locomauveconstruction. This okijeetive is frealized in practice as hereinaftermore runy 'dis'c fs ed, through provision'in alocomotive having abo'ilerand a pair of separately oweremen 'me units with plural drivers andassociated smaller wheeled swivel trucks, of transverse airisffpiiititsupports for the boiler 'at single loea'tionsohthe frames oftherespective units, so 'dispbs'ed longitudinally of the locomotive thatequal load 'imposecl'upon said units, withdistributidn of he loadbetween the dlij le'rs and the Small 'auiiili'ali'y wheels oftheres'pe'ctive units in a definite ratio; and through thefurtherprovisionof guide whereb said power units are connected to boilerat other points in such a asto be held in longitudinal "aligninent withthe boner as they rock on said transverse axis pivot supports incidentto traveling over elevational irregularthe track rails. i 5

OtII'er *objects "and attendant advantages will appear from thefollowing detailed description of the attached drawings, wherein Fig. 1is a skeletonized view in side elevation of a twin engine locomotiveconveniently embodying my invention.

Fig. 2 is a skeletonized view showing the locomotive of Fig. 1 in topplan.

Fig. 3 is an exaggerated diagrammatic view exaggeratedly showing thepivotal action between the trucks and the boiler of my improvedlocomotive incident to travel over vertical track irregularities.

Fig. 4 is a view similar to Fig. 1 showing an alternative embodiment ofmy invention.

Fig. 5 is a view showing the locomotive of Fig. 4 in top plan.

Fig. 6 is a fragmentary plan view of a locomotive showing still anotheralternative embodiment of my invention.

Fig. 7 is a fragmentary view drawn to a larger scale showing, in sideelevation, a transverse boiler supporting pivot means employed inconnection with the locomotive of Fig. 1.

Fig. 8 is a fragmentary view showing the pivot means of Fig. 7 in frontelevation.

Fig. 9 is a fragmentar view on a larger scale showing, in sideelevation, another transverse pivot boiler supporting means of thelocomotive illustrated in Fig. 1.

Fig. 10 is a fragmentary view, partly in front elevation and partly insection, of the means shown in Fig. 9.

Fig. 11 is a fragmentary view, in front elevation on a larger scale, ofa guide means employed in the locomotive of Fig. 1.

locomotive of Fig. 6, Fig. 14 being a horizontal section taken asindicated by the angled arrows XIVXIV in Fig. 13.

Fig. 15 is a view in top plan on an enlarged scale of a guide andcushioning means associated with the locomotive of Fig. 6.

Fig. 16 is a sectional view of the means of Fig. 15 taken as indicatedby the angled arrows XVI- XVI in the latter figure.

Fig. 17 is a transverse section of the means of Fig. 15 taken asindicated by the angled arrows XVII-XVII in Fig. 16.

Fig. 18 is a fragmentary detail view in plan showing the type ofuniversal coupling which is used to connect the frames of trucks of thelocomotive shown in Fig. 6 and Fig. 19 is a fragmentar view in sideelevation of said coupling means.

Referring first more particularly to Figs. 1 and 2 of these drawings,the locomotive there more or less diagrammatically illustrated andembodying my invention in one form has a horizontallyelongate boiler 29and two independently powered truck units which are comprehensiveldesignated respectively by the numerals 2| and 22. These powered units2| and 22 are generally similar in construction, each being shown ashaving its own axle journal frame 23, two pairs of side-rod-connecteddrivers 24 actuated in this instance by steam cylinders 25, and aconventional spring equalizing system indicated at 26. Associated withthe powered truck units 2| and 22 are a small wheeled pilot truck 2! anda similar small wheeled trailer truck 28 which are pivotally connectedto the frames 23 of said units at 21a" and 283; respectively. It is tobe understood that one pair of drivers 24 of each truck 2| and 22 isfitted with lateral motion spring devices, such as are ordinarily usedon long rigid frame locomotives.

for capacity to shift sidewise and thus facilitate travel of thelocomotive on curved track. As shown, the frames 23 of the engine unitsEl and 22 are serially connected by a coupling link 29 which permitsvertical movement to take place between them.

For the purpose of sustaining the boiler 29 in accordance with myinvention, I have provided transverse pivot supports and 35 which areillustrated in detail respectively in Figs. '7, 8, and Figs. 9, 10, andwhich are duplicated at opposite sides of the locomotive. As shown inFigs. 7 and 8 each support 35 comprises a strut bracket 31 which issecured to the mud ring of the fire box at one side of the boiler 29 andhas a foot 38 loosely engaged with capacity to slide longitudinally ofthe locomotive in a dovetail groove of a shoe element 39 so as toaccommodate lengthwise expansion and contraction of the boiler. At thebottom, the element 39 is formed with a concaved transverse groove 40for pivotal engagement with a rounded projection 4| recessed into a pad42 on the top of the frame 23 of the powered unit 22 at thecorresponding side of the locomotive. Safety hold-down or keeper lugs 43overreach flanges 44 on the shoe element 39 to prevent dislocation ofthe latter while permitting its pivotal action about the projection 4|.As shown in Figs. 9 and 10, each support 35 has a foot piece 46 which issecured directly to the shell of the boiler 20 adjacent the front end ofthe latter, and the bottom of which is provided with a concavedtransverse groove 41 for pivotal engagement with an upwardly roundedprojection 48 recessed into a pad 49 on top of the main frame 23 of thepowered unit 2|. Here, as in the case of the support 35, safety stoplugs 50 cooperate with side flanges 5| on the element 45 to limitvertical movement between the foot piece 46 and the lug 48.

Disposed forwardly and rearwardly of the transverse pivot supports 35and 36 are guides 52, 53 and 54, 55 respectively. These guides 52-55 areduplicates of each other and, as instanced in Figs. 11 and 12, each ofthem includes a bracket 56 with a pendent tongue 57 which is secured tothe bottom of the boiler 29, and a pair of fixed guide lugs 58 on thetop of the main frame 23 of the powered unit 2| or of the powered unit22 as the case may be.

Due to the aforedescribed construction and arrangement, it will be seenthat the powered trucks 2| and 22 are free to rock up and downindependently on the transverse pivot supports 35 and 36 during travelof the locomotive over vertical irregularities in the track asexaggeratedly shown in Fig. 3 while being held in alignment with theboiler 29 by the guides 52, 53, and 54, 55. In practice the supports 35and 36 are so located with respect to the frames of the powered truckunits 2| and 22 as to insure, under all conditions of operation, equalsharing of the load between the two powered trucks, as well as evendistribution of the weight between the drivers and the wheels of therespectively associated auxiliary pilot and trailer trucks 2! and 28.Under these conditions therefore, the likelihood of slippage of one setof drivers with respect to the other is definitely precluded.

The locomotive of Figs. 4 and 5 is identical with that of Figs. 1 and 2except that here cushioning devices 60 are used at the back end of thefire box irraddition-to theguides -iEd. These cushioning devices- '5 fleach include ahelical compression spring fi l whereof 'the endsare-seated in pocketed pads 62 amuse respectively ontheboiler 2 6a andon the main fra'me Qii-aof-the rear powered truc'k unit 2 2a. "Thecushioning *'devices 60 'serve to resiliently support the overhangingrear end of the boiler 2 6a=andtransmit part 6f the boiler loadto'the-rear end-"ofth'e-frame 23a. The position of the resultant boilerload isthus nearer the rear end of tlre main'frame'than it would be @if'allithe'boilenload weretransferredzto thex.main frame 23a by thesupports 35(1381111 3:541. Due to the flexibility of the cushioningdevices 69 the position of=thelresilient boiler loadon the main frame23a remains approximately fixed even vwhe'nithere is a slight angularmovementLin'the iboileriplane between the boiler 211a and "theimain.fframe'EEa. Allthe'otherappointments of the 'flocomotiv'ejof "Figs.4'and 5 maybie likethe'locofmjotive ofil igs. '1 and 2,"th'ese beingdesignated .by the same reference numerals'previously employed withaddition 'in'eachinstance of the'letter a "for convenience ofmore"readydistinction.

In the locomotive of Fig. 6, the boiler (not shown) is sustained as inthe first described embodiment through transversepivot supports sfili:and-.E 6b-:by the main name 231) of the powered truck units Zlb and22b. The auxiliary guide devices 52b, 5% are however of slightlydifferent construction from the corresponding devices 52 and 54 of thefirst embodiment, one of them being separately illustrated in detail inFigs. 13, 14. Here, instead of a tongue, the lug piece 5% is providedwith a pendent pivot shank 51b for a block 65 which engages betweenguide lugs 581) On the truck frame 23 and which allows the truck toswivel slightly without restraining free longitudinal expansion andcontraction of the boiler. Here also, instead of the devices 53, 55 ofthe first embodiment, 1 Substitute combined guide and cushioning devices66, one of which is shown in detail in Figs. 15, 16 each including apendent yoke bracket '18 which is secured to the boiler at the bottomand which has transversely apertured terminal bosses H, '12 on its yokeextremities. Confined to axial movement in the bosses ll and 12 arehollow bolt elements 53 and M which are telescopically engaged with eachother and which respectively have stop collars 15. A helical spring 16in compression between the stop collars l5 normally acts to keep thebolt elements i3 and i4 yieldingly positioned as shown with their outerends protruding beyond the bosses "H and T2 in readiness to cooperatewith spaced lug projections ll and 13 aflixed to the top of the frame231) of the powered truck. In Fig. 6, the truck units 2 lb and 22b arethus capable of independently swinging laterally about the pivots 5% toa small extent as the locomotive rounds sharply curved track, suchmotion being cushioned by the action of the devices 68. This action ofcourse does not interfere with the rocking movement of the trucks 2 I2), 22b on the pivots 48b of the devices 351) and 361) as surfaceirregularities of the track are encountered by their respective wheels.Since in the locomotive of Fig. 6, the truck frames 23b are accordedslight independent angular movement both vertically and laterally inrelation to the boiler, I connect the frame with a universal coupling 2%of the type illustrated in detail in Figs. 18 and 19. As shown, thecoupling 25?) comprises a plurality of links 88 which at their ends arepivoted to transverse pins 8! in yoke heads 82 which are in turn pivotedon vertical axis pins *6 83 "in the contiguous end portions of 1 thenames 232). "The last describedarrangementisparticularly advantageous 1in connection with 1 long high "speddocomotives"with "26'6-'-4 or 4-8-8-"-"4 wheel arrangements where a small amountpf controlled lateralfreedom'is desirable for ability to traverse sharp curves in' thetrackage.

Having "thus described -my invention, I claim: '1. In a locomotive, ahorizontally-elongate "boi1er; a pair of serially-arranged supportingtr'ucks eaclrhaving plural drivers and its own-axle journal frame I andprovisions 1 to permit rounding of curvesjtransverse axis fulcrum meanswhereby theb'oiler is supported on each track and-whereby each truckis'permitted torokup'and downrlati've to the bo-iler, each such fulcrum*mea'ns ineluding a pairof crosswise-aligned pivotal connections'between the truck and the boiler respectiv-elyat-opposite sides of thelocomotive; and

guide means spaced fronithe respective'fu-l'crum means' iongitudinally'of the locomotive formaintainin'g thetwo truckslongitudinally-aligne-dwith the boiler, "each such guide meanscomprising in- -terengaging components res ectively on thetrucks and onthe boiler.

'2. locomotive according toclaim 1, wherein therear'etwo guidemeans'fo reachtruck, one in advance of andthe'other'to the rear of thefulcrummeans of the truck.

3. A locomotive according to claim 1, further comprising a coupling linkwhereof the opposite ends are connected to the contiguous ends of thetwo trucks respectively by transverse axis pivots.

4. A locomotive according to claim 1, wherein the components of onepivotal support are interconnected for relative pivotal movement only,and wherein the components of the other pivotal support areinterconnected for relative pivotal movement as well as sliding movementto permit longitudinal expansion and contraction of the boiler.

5. A locomotive according to claim 1, wherein each guide means comprisesa longitudinally slotted member afiixed to the truck, and a roller whichis freely rotative about a centrally located pendent stud projection onthe boiler, and which extends part way into the slot of the aforesaidmember to permit up and down rocking movement of the corresponding truckon the corresponding transverse axis fulcrum means.

5) 6. In a locomotive, a horizontally-elongate boiler; a pair ofserially-arranged trucks each having plural drive wheels and its ownaxle frame and provisions to permit rounding of curves; and

a transverse axis pivot means for supporting the boiler at one locationonly on the frame of each truck, each such pivot means including twomembers at each side of the locomotive respectively secured to theboiler and to the truck frame, one having a transverse groove, and theother having a rounded projection in engagement with said groove.

'7. In a locomotive, a horizontally-elongate boiler; a pair ofserially-arranged trucks each having plural drive wheels and its ownaxle frame and provisions to permit rounding of curves; a transverseaxis pivot means for supporting the boiler at one location only on theframe of each truck, each such pivot means including two members at eachside of the locomotive respectively secured to the boiler and to thetruck frame, one having a transverse groove, and the other having arounded projection in engagement with said groove; and guide meansspaced from the respective fulcrum means longitudinally of q; thelocomotive for maintaining the two trucks 7 longitudinally aligned 'withthe boiler each such guide means comprising a pendant tongue on theboiler and a longitudinal guide groove on the top of the correspondingtruck frame engaged by said tongue.

8. In a locomotive, a horizontally-elongate boiler; a pair ofseparately-powered serially-arranged trucks each having plural drivingwheels and its own axle journal frame; transverse axis pivot means forsupporting the boiler at one location only on the frame of each truckwith the trucks free to rock independently about the respective pivotalsupports; and guide means spaced from the respective pivot means forcontrolling relative longitudinal alignment of the boiler and the twotrucks while permitting only limited lateral pivoting of each truck, oneguide means for each truck consisting of a vertical pivot permittingswivelling but no lateral movement, and another guide means for eachtruck comprising a pendent member on the boiler, stops on thecorresponding truck frame at opposite sides of the pendent member, andresilient means operative between said pendent member and said stops topermit a small amount of lateral movement.

9. In a locomotive, a horizontally elongate boiler with a fire box atits rear end; a pair of separately-powered serially-arranged trucks eachREFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 323,045 Longridge July 28, 1885912,303 Garratt Feb. 16, 1909 1,006,731 Downs Oct. 24, 1911 1,546,248Munk July 14, 1925 1,634,526 Wirth July 5, 1927 2,111,429 Kjolseth Mar.15, 1938 2,338,212 Steins Jan. 4, 1944 FOREIGN PATENTS Number CountryDate 675,827 Germany May 20, 1939

